Railway-truck and drive therefor.



W.VH. BUCKINGHAM & H. S. JOHNSON.

RAILWAY TRUCK AND DRIVE THEREFOR.

APPLICATION FILED MAR. 4. 1916.

Patented Feb. 13, 1917.

2 SHEETS-SHQET l.

' WITNESS W. H. BUCKINGHAII/I l H. S. JOHNSON.

RAILWAY TRUCK AND DRIVE THEREFOR. Y

APPLICATION FILED MAR. 4. i916.

BY w s.; I'. .I m "I: I. m

www n ATTORNEYS.

WITNESS s Humm-rua. waswma mu. d c

lUNllTE iiArnN renier..

WLILIA'M H. BUOKINGIIAM, oFsAN FRANCISCO, AND HARoLD s.

JOI-NSON, OF MILL VALLEY, CALIFORNIA, AssIeNons rro rinncULi-is Ivro'ron rArnNrs INO., or sAN FRANCISCO, CALIFORNIA, A Conroe-Arron or CALIFORNIA.

RAILWAY-TRUCK AND DRIVE THEREFOR.

imanes.

Application filed March 4, 1916.

To all whom z' may concern:

Be it known that we, WILLIAM H. BUCK- INGHAM: and HAROLD S. JOHNSON, citizens of the United States, residing, the said BUCK- ijNoI-Iaiir in the city and county of San Francisco and State of California, and the said JOI-INsON at Mill Valley, county of Marin, State of California, have invented certain new and useful Improvements in Railway-Trucks and Drives Therefor, of which the following is a specification.

rlhe present 'invention relates to a driving and weight supporting truck for railway cars, and more particularly to a truck wherein is provided adjusting means to compensate for wear in the driving mechanism.

The object of the invention is to provide a truck of the type described for usein connection with self-propelled railway cars. ln such cars, particularly those in which an internal combustion engine is used to supply the driving power, it is highly desirable to mount the engineupon the frame of the car, rather than upon the truck, partly to relieve the engine fromthe excessive jarring of the truck, but mainly in order to obtain suflicient room and ample support for the engine, without: making the truck unduly large and unwieldy; In such cases it is necessary to provide flexible power-transmitting connections between the engine and the driving wheels, to permit the usual spring movement.

In order to comprehend the invention, reference should be had to the accompanying sheets of drawings, wherein- Figure 1 is a planview of the car truck, and a. portion of theframe.

Fig. is `aside elevation of thesame.`

Fig. 3 is a detailed shlcelevatiOn, enlarged, of one of the'adjustable pedestals with itsjournal box.

Fig. l is a vertical section taken in the direction of the arrows on the line ac a: of Fig. 3, showing in addition thereto a side member of the frame in section.

ln the drawings, and referring particularly to Figs. 1 and Q thereof, the nmneral 1 designates the side rails of a suitably constructed frame, which may be either the main frame of the car, as in the` present case, or the frame of` onetru'ck thereof. Supported upon transverse frame members 2 is a case 3, within which are suitable gears Specification of Letters Patent.

Patented lFeb. 13, 1 91"?.

Serial No. 82,129.

or other means not shown, for transmitting the driving power from an engine, not shown, to a transverse sprocket shaft e, suitably journaled at or near its center in the gear case irl, and at its ends in. bearings supported by auxiliary frame members (3 carried by the main frame.

'.lhe trzmsverse shaft -Jicarries, near cach end, a pair of sprockets 'T and which are respectively connected, by means of chains 9 and 10, to sprockets l1 and 12 fixed upon the axles 13 and 1l. Said axles, except for the presence thereon of the sprockets 11 and 12, are of theusual. railway type, carrying the rail-running wheels 15, and being suitably journaled in boxes (3, mounted in the customary manner for vertical sliding movement in the pedestals 17, said pedestals 17 heilig' supported from said journal boxes 16 by suitable springs 1S.

The pedestazls 17 are each provided with a horizontal llangeld, Fig. el. of the drawings, forming a'seat uponwhieh rests the side rail 1 of the f ame, and also an upright flange :2O which lies against the face ofsaid frame rail 1 and is secured thereto by means of boltsl, Fig. 2 of the drawings, extending through holes 22 and 23, Fig. 4, in said upright flange 20 and said frame rail l respectively. The holes 22 in the upright flange Q0 `of the pedestal are elongated, as shown in Fig.' of the d rawings,` to permit of longitudinal horizontal adjustment thereof with `respect tothe frame rail 1. A tie bar 2l. llligs. 't2 and of the drawings, extends between the lowerieuds of the two jiedestals 1T ou each side ol the truclv', to further strengthen the same. Said tie bar is secured tothe perlestals by means of suitable bolts or screws 25, extending through holes Qtin the tie bar, and said holes 2G are elongated, to permit of relative adjustment of the pedestals.

Adjusting screws 27, Fig. 2 `of the drawings, are carried in suitably formed brackets ZSsecui-ed to the frame rails 1 on either side of each pedestal 1T, and bear against lugs 29 extending" laterally therefrom. rllhus, when thel'iolts Q1 and 25 are loosened` the p'edestals may be moved longitmlinally with respect to the frame rails 1 to move the axles nearer to orfarther away from the sprocket shaft 11, to provide the proper tension upon the driving chains 9 and 10, and

may then be clamped in such position by means oil said bolts 2l and 25. rllhe brake shoes 30, shown as suspended by means oi relatively long .links 3l, are not hindered from properly iliunctioning by this limited and relatively slight itore and aft movement of the axles.

A resilient cushion 32, Fig. lof the di'awings, preferably it'ormed of rubber or other similar material, is interposed between the weight-supporting seat 19 of the pedestal 17 and the frame rail l, to assist in absorbing the vibrations of said pedestal and to minimize the transmission thereof to the frame and body of the car.

The invention. has been described and illustrated herein in its pre'lerred form. Changes may be made, however, in the form and construction ot the device, without departing from the spirit of the invention, which resides broadly in a driving truck for railway cars capable of being adjusted to compensate for wear in the driving mechanism, and it is therefore our wish to claim the invention as broadly as the art will permit.

Having thus described our invention, what we claim as new and desire to protect by lLetters Patent is l. A driving truck for railway c ars comprising a frame` a pair of opposit-ely disposed pedestals adjustably mounted thereon, means for adjusting said pedestals longitudinally of said frame, resilient cushions interposed between said pedestals and said frame, a supporting and driving axle carried by said pedestals, rail-running wheels fixed to said axle, driving means mounted upon said frame, and power transmitting devices between said driving means and said axle.

2. In a railway car truck, a frame, a pair of oppositely disposed axle carrying pedestals mounted thereon, resilient cushions in terposed between said j )edestals and saidl frame, and means for shitting` said pedestals longitudinally oi? said frame.

3. In a railway car truck, a :fil-ame, a pair of oppositely disposed axle carrying pedestals shittably mounted thereon, a bracket fixed to said frame on each side oit each pedestal, and adjusting means carried by said brackets for shifting said pedestals longitudinally of said frame.

4l. In a railway car truck, a frame, a pair of oppositely disposed pedestals mounted thereon, an axle provided with rail-running wheels carried by said pedestals, a bracket fixed to said frame on each side of each pedestal, a brake shoe piivotally suspended from each bracket and adapted to engage one of said rail-running wheels, and adjusting means carried by said brake-supportingl brackets tor shifting said pedestals longitudinally of said frame.

5. A drivingtruck for railway cars comprising a iframe, driving means carried thereby, a pair of oppositely disposed pedestals mounted thereon, an axle provided with rail-running` wheels carried by said pedestals, a bracket fixed to said frame on each side of each pedestal, a brake shoe pivotally suspended from each bracket and adapted to engage one of said rail-running wheels, adjusting means carried by said bra1re-supporting brackets for shifting said pedestals longitudinally of said frame, and a power transmitting connection between said driving means and said axle.

G. A driving` truck for railway cars comirising a frame, driving means carried thereby, a pair ont oppositely disposed pedestals mounted thereon, an axle provided with rail-running wheels and a driving sprocket carried by said pedestals, resilient cushions interposedbetween said pedestals and said frame. a bracket fixed to said trame on each side oit each pedestal, a lrake shoe pivotally suspended from each bracket and adapted to engage one of said rail-running wheels, adjusting means carried by said brake-supporting brackets for shifting said pedestals longitudinally of said frame, and a driving chain connecting said driving means with the sprocket on said axle.

7. An adjustable pedestal for railway car trucks comprisingl a lower bifurcated portion adapted to receive a journal-box, a lateral flange adapted to support a frame member, and an upwardly extended flange pro vided with slots and adapted to be adjustably secured to the face of said frame.

S. An adjustable pedestal for railway car trucks comprising a lower slotted portion adapted to receive a journal-box, a lateral lange adapted to support a :trame member, an upwardly extended flange provided with slots and adapted to be adjustably secured to the face of said trame, and laterally projecting lugs on the front and rear of said pedestal for engagement with adjusting means, whereby said pedestal may be shifted longitudinally of said frame.

In testimony whereof we have signed our names to this specication in the presence of two subscribing witnesses.

WILLIAM H. BUOKINGHAM. HAROLD S. JOHNSON.

IVitnesses R. A. Amina, I). B. Riou/mns.

Uopies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. c. 

